Interlocking vehicle airbags

ABSTRACT

Aspects of the disclosure relate to airbag systems for vehicles having interlocking airbags. An example airbag system may include a first airbag having a first shape and a second airbag having a second shape. The first shape and the second shape are configured to interlock with one another in order to reduce the likelihood of an object passing between the first airbag and the second airbag when the first and second airbags are inflated. In addition, the first airbag and second airbag are arranged to deploy on an exterior of the vehicle. An airbag system can also include one or more processors configured to determine that an impact with an object is likely to occur within a predetermined period of time. These processors can also use the determination to send a first signal to deploy the first airbag and a second signal to deploy the second airbag.

BACKGROUND

Autonomous vehicles, such as vehicles that do not require a humandriver, can be used to aid in the transport of passengers or items fromone location to another. Such vehicles may operate in a fully autonomousmode where passengers may provide some initial input, such as a pick upor destination location, and the vehicle maneuvers itself to thatlocation.

An important component of an autonomous vehicle is the perceptionsystem, which allows the vehicle to perceive and interpret itssurroundings using cameras, radar, sensors, and other similar devices.Data from the perception system is then used by the autonomous vehicle'scomputer to make numerous decisions while the autonomous vehicle is inmotion, such as decide when to speed up, slow down, stop, turn, etc.These decisions are used to maneuver between locations but also tointeract with and avoid collisions with other objects along the way.

When a collision actually occurs, non-autonomous and autonomous vehiclesalike may include various safety mechanisms to reduce injury topassengers. Typically, the safety mechanisms may include airbag systemsemployed to protect passengers from impacts with the interior of avehicle after an object external to a vehicle has impacted a bumper ofthe vehicle.

BRIEF SUMMARY

One aspect of the disclosure provide an airbag system for a vehicle. Thesystem includes a first airbag having a first shape and a second airbaghaving a second shape. The first shape and the second shape areconfigured to interlock with one another in order to reduce thelikelihood of an object passing between the first airbag and the secondairbag when the first and second airbags are inflated.

In one example, the first airbag and second airbag are arranged todeploy on an exterior of the vehicle. In another example, the systemalso includes one or more computing devices having one or moreprocessors configured to determine, using data from one or more sensors,that an impact with an object is likely to occur within a predeterminedperiod of time; and use the determination to send a first signal todeploy the first airbag and a second signal to deploy the second airbag.In an alternative, the first signal and second signal are sent accordingto a predetermined sequence such that the first signal and second signalare configured to cause the first airbag and second airbag to deploy atdifferent times according to an expected deployment time for each of thefirst airbag and the second airbag. In addition, the first and secondsignals are further configured to cause the first airbag and the secondairbag to be fully deployed within an acceptable amount of time from oneanother.

In another alternative, the one or more processors are furtherconfigured to determine, using the data from one or more sensors, anestimated time of the impact, and the first signal and the second signalare configured to cause the first airbag and the second airbag to befully deployed within an acceptable amount of time of the estimated timeof the impact.

In another example, the portions of the first airbag and the secondairbag are configured to overlap one another relative to an exteriorsurface of the vehicle in order to prevent the object from passingbetween the first airbag and the second airbag and hitting the exteriorsurface of the vehicle when the first and second airbags are inflated.In this example, the overlapping portions of the first airbag and thesecond airbag include a connection mechanism configured to hold theoverlapping portions to one another when the airbags are inflated andwhen the airbags are deflating after inflating. In another example, thesystem also includes the vehicle.

Another aspect of the disclosure provides a method for deploying anairbag system for a vehicle. The method includes deploying a firstairbag having a first shape; and subsequent to deploying the firstairbag, deploying a second airbag having a second shape such that thefirst shape and the second shape interlock with one another in order toreduce the likelihood of an object passing between the first airbag andthe second airbag when the first and second airbags are inflated.

In one example, the first airbag and second airbag are arranged todeploy on an exterior of the vehicle. In another example, the methodalso includes determining, by one or more processors, using data fromone or more sensors, that an impact with an object is likely to occurwithin a predetermined period of time; and using, by the one or moreprocessors, the determination to send a first signal in order to deploythe first airbag and a second signal in order to deploy the secondairbag. In an alternative, the first signal and second signal are sentaccording to a predetermined sequence such that the first signal andsecond signal are configured to cause the first airbag and second airbagto deploy at different times according to an expected deployment timefor each of the first airbag and the second airbag. In addition, thefirst and second signals are deployed in order to cause the first airbagand the second airbag to be fully deployed within an acceptable amountof time from one another.

In another alternative, the method also includes determining, by the oneor more processors, using the data from one or more sensors, anestimated time of the impact, and the first signal and the second signalare configured to cause the first airbag and the second airbag to befully deployed within an acceptable amount of time of the estimated timeof the impact.

In another example, the first air bag and the second airbag are deployedsuch that portions of the first airbag and the second airbag areconfigured to overlap one another relative to an exterior surface of thevehicle in order to prevent the object from passing between the firstairbag and the second airbag and hitting the exterior surface of thevehicle when the first and second airbags are inflated. In this example,the overlapping portions of the first airbag and the second airbaginclude a connection mechanism configured to hold the overlappingportions to one another when the airbags are inflated and when theairbags are deflating after inflating.

A further aspect of the disclosure provides a non-transitory computerreadable medium on which instructions are stored. The instructions, whenexecuted by one or more processors, cause the one or more processors toperform a method. The method includes deploying a first airbag having afirst shape, and subsequent to deploying the first airbag, deploying asecond airbag having a second shape such that the first shape and thesecond shape interlock with one another in order to reduce thelikelihood of an object passing between the first airbag and the secondairbag when the first and second airbags are inflated.

In one example, the method also includes determining using data from oneor more sensors, that an impact with an object is likely to occur withina predetermined period of time, and using the determination to send afirst signal to deploy the first airbag and a second signal to deploythe second airbag. In this example, the first signal and second signalare sent according to a predetermined sequence such that the firstsignal and second signal are configured to cause the first airbag andsecond airbag to deploy at different times according to an expecteddeployment time for each of the first airbag and the second airbag.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a functional diagram of an example vehicle in accordance withan exemplary embodiment.

FIGS. 2A-2D are example external views of a vehicle in accordance withaspects of the disclosure.

FIG. 3 is an example diagram of a vehicle and an example airbag systemin accordance with aspects of the disclosure.

FIG. 4A-4F are examples of airbag systems in accordance with aspects ofthe disclosure.

FIG. 5A-5C are examples of an airbag in accordance with aspects of thedisclosure.

FIG. 6 is an example situational diagram in accordance with aspects ofthe disclosure.

FIG. 7 is another example situational diagram in accordance with aspectsof the disclosure.

FIG. 8 is an example flow diagram in accordance with aspects of thedisclosure.

FIG. 9 is another example flow diagram in accordance with aspects of thedisclosure.

DETAILED DESCRIPTION

Overview

The technology relates to reducing the likelihood of severe injuries ordamage to objects such as pedestrians, bicyclists, animals, othervehicles, or simply inanimate objects caused by collisions withautonomous vehicles. While avoiding collisions with other objects is aprimary goal for autonomous vehicles, in rare circumstances, there maybe an imminent and unavoidable impact. While airbags are typically usedto protect passengers within a vehicle, they may also be used to reducea likelihood of injury to an object external to an autonomous vehicleduring a collision with the vehicle.

However, in the case of a passenger within a vehicle, the location andangle of impact of any passengers within the vehicle is generally knownas vehicles are typically arranged with seats and seat belts. In thisway, multiple airbags can be arranged next to one another in a vehicleduring manufacturing of the vehicle and without risk of a passengergoing into a gap between the airbags and being injured.

When airbags are used to protect objects externally of the vehicle,because the location and angle of impact are generally unknown when theairbags are being arranged in the vehicle, when multiple airbags arearranged next to one another, there is a risk that the object will movethrough a gap between the airbags and still impact the vehicle directly.In this regard, the airbags may be arranged to deploy in such a way thatthe airbags interlock with one another. By doing so, this maysignificantly reduce the likelihood of an object moving through a gapand impacting the vehicle directly.

In this regard, groups of two or more airbags may be arranged at variouspositions around the autonomous vehicle where an impact is likely, suchas at the front, back and sides of the autonomous vehicle. Each group oftwo or more airbags may be configured to have interlocking shapes asdiscussed above. As an example, the interlocking shapes may be arrangedsuch that an airbag of a particular group overlaps at least one otherairbag relative to an exterior surface of the vehicle.

As with typical airbags, each of the airbags may include its owndeployment mechanism which can be triggered by an electronic signal fromone or more of the computing devices of the autonomous vehicle. Thissignal may trigger ignition of a gas generator propellant to rapidlyinflate the airbag. Each airbag may also have its own vent to controlthe flow of gas out of the airbag after deployment.

In order to maintain the interlocking shape after full deployment whenthe airbags are venting the gas, the interlocking portions of theairbags may also include mechanisms to hold the interlocking portions toone another, such as tape, glue, hook and loop structures (such asVelcro® or other sticky substances or connectors.

Because of the interlocking shapes of the airbags, in at least someexamples, the airbags may be required to deploy in a particularsequence. This may allow the interlocking shapes to fit together likepuzzle pieces as opposed to interfering (i.e. getting stuck before fullydeploying) with one another during deployment. Thus, the airbags may beconfigured to deploy one at a time in sequence such that theinterlocking airbags are fully inflated or deployed at approximately thesame time, for example within a few milliseconds or more or less.

In addition, because of the nature of airbags, namely that they must betriggered to deploy and also take time to deploy, when airbags areplaced on the exterior of a vehicle, external airbags need to betriggered before an impact with enough time for the airbag to fullydeploy. This may be possible in the case of an autonomous vehicle havinga sophisticated perception system highly sophisticated perception systemincluding a plurality of sensors. Data from the sensors may be receivedand processed by one or more computing devices of the vehicle'sperception and/or control systems in real time in order to detect andidentify the characteristics (size, speed, shape, direction, objecttype, etc.) of various objects in the vehicle's environment. Thevehicle's one or more control computing devices of the vehicle may usethis information to determine whether an impact with any of the detectedobjects is imminent, or rather, whether the impact is likely to occurwithin a predetermined period of time, such as a few seconds second ormore or less.

Where an autonomous vehicle's computing devices are able to determinethat an impact is imminent, the autonomous vehicle's computing devicesmay work to deploy the airbags in advance of the impact. This mayinclude sending signals to activate the airbags according to theparticular sequence so that the interlocking airbags are fully inflatedor deployed at approximately the same time and at approximately the timewhen the impact is predicted to be. In this regard, the vehicle'scomputing devices may attempt to send signals such that the airbags willbe fully deployed at the time of impact or within some acceptable periodof time, such as a few milliseconds or more or less before the estimatedtime of impact. Thus, the one or more computing devices may deployinterlocking airbags according to an expected deployment time for eachairbag and an expected time of impact.

Although the features discussed herein relate to interlocking airbagsthat can be used externally of a vehicle, such features may also be usedto protect passengers or other objects within an autonomous vehicle inthe event of a collision.

The features described herein may significantly reduce the likelihood ofobject moving through a gap between two airbags. By doing so, thevehicle can reduce the amount of damage caused to the object, thusincreasing the safety of the vehicle and reducing the risk of injury toother objects. In addition, when groups of smaller airbags are used asopposed to larger airbags, the deployment time of the airbags is reducedbecause smaller bags take less time to fully deploy.

In addition, as discussed in detail below, the features described hereinallow for various alternatives.

Example Systems

As shown in FIG. 1, a vehicle 100 in accordance with one aspect of thedisclosure includes various components. While certain aspects of thedisclosure are particularly useful in connection with specific types ofvehicles, the vehicle may be any type of vehicle including, but notlimited to, cars, trucks, motorcycles, busses, recreational vehicles,etc. The vehicle may have one or more computing devices, such ascomputing device 110 containing one or more processors 120, memory 130and other components typically present in general purpose computingdevices.

The memory 130 stores information accessible by the one or moreprocessors 120, including instructions 134 and data 132 that may beexecuted or otherwise used by the processor 120. The memory 130 may beof any type capable of storing information accessible by the processor,including a computing device-readable medium, or other medium thatstores data that may be read with the aid of an electronic device, suchas a hard-drive, memory card, ROM, RAM, DVD or other optical disks, aswell as other write-capable and read-only memories. Systems and methodsmay include different combinations of the foregoing, whereby differentportions of the instructions and data are stored on different types ofmedia.

The instructions 134 may be any set of instructions to be executeddirectly (such as machine code) or indirectly (such as scripts) by theprocessor. For example, the instructions may be stored as computingdevice code on the computing device-readable medium. In that regard, theterms “instructions” and “programs” may be used interchangeably herein.The instructions may be stored in object code format for directprocessing by the processor, or in any other computing device languageincluding scripts or collections of independent source code modules thatare interpreted on demand or compiled in advance. Functions, methods androutines of the instructions are explained in more detail below.

The data 132 may be retrieved, stored or modified by processor 120 inaccordance with the instructions 134. For instance, although the claimedsubject matter is not limited by any particular data structure, the datamay be stored in computing device registers, in a relational database asa table having a plurality of different fields and records, XMLdocuments or flat files. The data may also be formatted in any computingdevice-readable format.

The one or more processor 120 may be any conventional processors, suchas commercially available CPUs. Alternatively, the one or moreprocessors may be a dedicated device such as an ASIC or otherhardware-based processor. Although FIG. 1 functionally illustrates theprocessor, memory, and other elements of computing device 110 as beingwithin the same block, it will be understood by those of ordinary skillin the art that the processor, computing device, or memory may actuallyinclude multiple processors, computing devices, or memories that may ormay not be stored within the same physical housing. For example, memorymay be a hard drive or other storage media located in a housingdifferent from that of computing device 110. Accordingly, references toa processor or computing device will be understood to include referencesto a collection of processors or computing devices or memories that mayor may not operate in parallel.

Computing device 110 may all of the components normally used inconnection with a computing device such as the processor and memorydescribed above as well as a user input 150 (e.g., a mouse, keyboard,touch screen and/or microphone) and various electronic displays (e.g., amonitor having a screen or any other electrical device that is operableto display information). In this example, the vehicle includes aninternal electronic display 152 as well as one or more speakers 154 toprovide information or audio visual experiences. In this regard,internal electronic display 152 may be located within a cabin of vehicle100 and may be used by computing device 110 to provide information topassengers within the vehicle 100.

Computing device 110 may also include one or more wireless networkconnections 154 to facilitate communication with other computingdevices, such as the client computing devices and server computingdevices described in detail below. The wireless network connections mayinclude short range communication protocols such as Bluetooth, Bluetoothlow energy (LE), cellular connections, as well as various configurationsand protocols including the Internet, World Wide Web, intranets, virtualprivate networks, wide area networks, local networks, private networksusing communication protocols proprietary to one or more companies,Ethernet, WiFi and HTTP, and various combinations of the foregoing.

In one example, computing device 110 may be an autonomous drivingcomputing system incorporated into vehicle 100. The autonomous drivingcomputing system may capable of communicating with various components ofthe vehicle. For example, returning to FIG. 1, computing device 110 maybe in communication with various systems of vehicle 100, such asdeceleration system 160, acceleration system 162, steering system 164,signaling system 166, navigation system 168, positioning system 170, andperception system 172, and protection system 174 in order to control themovement, speed, etc. of vehicle 100 in accordance with the instructions134 of memory 130. Again, although these systems are shown as externalto computing device 110, in actuality, these systems may also beincorporated into computing device 110, again as an autonomous drivingcomputing system for controlling vehicle 100. As with the computingdevice 110, each of these systems may also include one or moreprocessors as well as memory storing data and instructions as withprocessors 120, memory 130, data 132 and instructions 134.

As an example, computing device 110 may interact with decelerationsystem 160 and acceleration system 162 in order to control the speed ofthe vehicle. Similarly, steering system 164 may be used by computer 110in order to control the direction of vehicle 100. For example, ifvehicle 100 is configured for use on a road, such as a car or truck, thesteering system may include components to control the angle of wheels toturn the vehicle. Signaling system 166 may be used by computing device110 in order to signal the vehicle's intent to other drivers orvehicles, for example, by lighting turn signals or brake lights whenneeded.

Navigation system 168 may be used by computing device 110 in order todetermine and follow a route to a location. In this regard, thenavigation system 168 and/or data 134 may store detailed mapinformation, e.g., highly detailed maps identifying the shape andelevation of roadways, lane lines, intersections, crosswalks, speedlimits, traffic signals, buildings, signs, real time trafficinformation, vegetation, or other such objects and information.

Positioning system 170 may be used by computing device 110 in order todetermine the vehicle's relative or absolute position on a map or on theearth. For example, the position system 170 may include a GPS receiverto determine the device's latitude, longitude and/or altitude position.Other location systems such as laser-based localization systems,inertial-aided GPS, or camera-based localization may also be used toidentify the location of the vehicle. The location of the vehicle mayinclude an absolute geographical location, such as latitude, longitude,and altitude as well as relative location information, such as locationrelative to other cars immediately around it which can often bedetermined with less noise that absolute geographical location.

The positioning system 170 may also include other devices incommunication with computing device 110, such as an accelerometer,gyroscope or another direction/speed detection device to determine thedirection and speed of the vehicle or changes thereto. By way of exampleonly, an acceleration device may determine its pitch, yaw or roll (orchanges thereto) relative to the direction of gravity or a planeperpendicular thereto. The device may also track increases or decreasesin speed and the direction of such changes. The device's provision oflocation and orientation data as set forth herein may be providedautomatically to the computing device 110, other computing devices andcombinations of the foregoing.

The perception system 172 also includes one or more components fordetecting objects external to the vehicle such as other vehicles,obstacles in the roadway, traffic signals, signs, trees, etc. Forexample, the perception system 172 may include lasers, sonar, radar,cameras and/or any other detection devices that record data which may beprocessed by computing device 110. In the case where the vehicle is asmall passenger vehicle such as a car, the car may include a laser orother sensors mounted on the roof or other convenient location.

The computing device 110 may control the direction and speed of thevehicle by controlling various components. By way of example, computingdevice 110 may navigate the vehicle to a destination location completelyautonomously using data from the detailed map information and navigationsystem 168. Computing device 110 may use the positioning system 170 todetermine the vehicle's location and perception system 172 to detect andrespond to objects when needed to reach the location safely. In order todo so, computing device 110 may cause the vehicle to accelerate (e.g.,by increasing fuel or other energy provided to the engine byacceleration system 162), decelerate (e.g., by decreasing the fuelsupplied to the engine, changing gears, and/or by applying brakes bydeceleration system 160), change direction (e.g., by turning the frontor rear wheels of vehicle 100 by steering system 164), and signal suchchanges (e.g., by lighting turn signals of signaling system 166). Thus,the acceleration system 162 and deceleration system 160 may be a part ofa drivetrain that includes various components between an engine of thevehicle and the wheels of the vehicle. Again, by controlling thesesystems, computing device 110 may also control the drivetrain of thevehicle in order to maneuver the vehicle autonomously.

FIGS. 2A-2D are examples of external views of vehicle 100. As can beseen, vehicle 100 includes many features of a typical vehicle such asheadlights 202, windshield 203, taillights/turn signal lights 204, rearwindshield 205, doors 206, side view mirrors 208, tires and wheels 210,and turn signal/parking lights 212. Headlights 202, taillights/turnsignal lights 204, and turn signal/parking lights 212 may be associatedwith the signaling system 166. Light bar 207 may also be associated withthe signaling system 166.

Vehicle 100 also includes sensors of the perception system 172. Forexample, housing 212 may include one or more laser devices for having360 degree or narrower fields of view and one or more camera devices.Housings 216 and 218 may include, for example, one or more radar and/orsonar devices. The devices of the perception system may also beincorporated into the typical vehicle components, such as taillights 204and/or side view mirrors 208. Each of these radar, camera, and lasersdevices may be associated with processing components which process datafrom these devices as part of the perception system 172 and providesensor data to the computing device 110.

These sensors of perception system 172 may detect objects in thevehicle's environment as well as characteristics of those objects suchas their location, heading, size (length height and width), type, andapproximate center of gravity. For example, the perception system mayuse the height of an object identified as a pedestrian (or human) toestimate the approximate center of gravity of the object. In thisregard, the perception system may compare the characteristics of theobject to known anthropomorphic data to determine an approximate centerof gravity. For other object types, the approximate center of gravitymay be determined from the characteristics of the object using variousknown statistical analyses. Data and information required for thesedeterminations may be stored, for example, in memory 130 or a differentmemory of the perception system.

As discussed in more detail below, information from the perceptionsystem may be sent to various other systems in order to make decisionsabout when and how to deploy various safety mechanisms. In this regard,the perception system may send the information to the vehicle'scomputing devices which make such decisions and forward activationinstructions to protection system 174 which deploys one or more safetymechanisms 176 in accordance with the activation instructions. Inanother example, the perception system 172 may forward the informationdirectly to the protection system 174 which makes then determineswhether and how to deploy one or more safety mechanisms 176.

Thus, the vehicle may also include a plurality of safety mechanisms 176.These safety mechanisms may be configured to reduce the likelihood ofdamage to objects outside of the vehicle as opposed to those meant tospecifically protect passengers inside the vehicle. At least some ofthese safety mechanisms may be active, in that the device must beactivated or deployed by a signal generated by one or more computingdevices when an impact is imminent. In addition, at least some of thesesafety mechanisms may reduce the likelihood of damage to an objectduring or after a secondary impact.

These safety mechanisms may include groups of two or more airbags may bearranged at various positions around the autonomous vehicle where animpact is likely, such as at the front, back and sides of the autonomousvehicle. Each group of two or more airbags may be configured to haveinterlocking shapes as discussed above. As an example, the interlockingshapes may be arranged such that an airbag of a particular groupoverlaps at least one other airbag relative to an exterior surface ofthe vehicle. FIG. 3 is an example view 300 of a front end of vehicle 100including a hood 302. In this example, hood 302 includes an airbagsystem 304 including a group of airbags 310-314. As shown, airbags310-314 are not deployed. Of course, although only three airbags areincluded in the example airbag system 304 for simplicity, any number ofadditional interlocking airbags may also be deployed as discussed above.In addition, although only a front end of vehicle 100 is shown with anairbag system, as discussed above, additional airbag systems may belocated on the sides and rear of vehicle 100 as well.

As with typical airbags, each of the airbags may include its owndeployment mechanism which can be triggered by an electronic signal fromone or more of the computing devices of the autonomous vehicle. Thissignal may trigger ignition of a gas generator propellant to rapidlyinflate the airbag. Each airbag may also have its own vent to controlthe flow of gas out of the airbag after deployment.

In some examples, the airbags may also include structural supports. Forinstance, an airbag may have a skeleton of a superelastic material suchas Nitinol or an internal cage of flexible elements such as cords orcables. This skeleton may help to spring out and retain the preferreddeployment shape of an airbag.

FIG. 4A is a further view of airbag system 304 including airbags 310-314prior to deployment. FIGS. 4B and 4C are example views of a firstconfiguration of airbag system 304 in a deployed configuration. FIG. 4Bis the same perspective of FIG. 4A. FIG. 4C is a side view of airbagsystem 304 from the direction of arrow 420. In this regard, surfaces410-414 are intended for contact with an object external to the vehicle.Edges 416 and 418 define the areas of contact between the airbags (shownas an edge in FIGS. 4B and 4C due to the perspective). Edge 416 isoffset by an angle of α from the hood 302 and edge 418 is offset by anangle of β. These angles may range from greater than 0 degrees to lessthan 90 degrees, such as 30, 45, or 60 degrees. Because of thisconfiguration, a person coming in contact with airbags 310-314 in thedeployed configuration is unlikely to push between edges 416 and 418 andcome in contact with the hood 302. As an example, if these angles were90 degrees, an object which impacted the airbags at edge 416 or edge 418may be able to push between the airbags causing further injury or damageto the object (than would have been caused by an impact with the airbagsystem alone) and possibly a collision with the hood 302.

FIGS. 4D-4F are alternative example airbag system 404 including airbags310′-314′ prior to deployment. Airbags 310′-314′ may be arrangedsimilarly to the airbags 310-314 of airbag system 304 with respect tovehicle 100 as shown in FIG. 3. FIGS. 4E and 4F are example views of asecond configuration of airbag system 404 in a deployed configuration.FIG. 4E is the same perspective of FIG. 4B. FIG. 4F is a side view ofairbag system 404 from the direction of arrow 420. In this regard,surfaces 430-434 are intended for contact with an object external to thevehicle. Edges 450-460 define the areas of contact between the airbags(shown as an edge in FIGS. 4E and 4F due to the perspective). Edges450-454 and 456-460, respectively, each form individual “step-like”shapes between the airbags. In this regard, each of airbags 310′ and314′ includes a respective arm portion 470, 472 that overlaps with arespective leg portion 474, 476 of airbag 312′. Because of thisconfiguration, a person coming in contact with airbags 310′-314′ in thedeployed configuration is unlikely to push between edges 450-454 or456-460 and come in contact with the hood 302.

Although not shown, each of the airbags of airbag systems 304 and 404may include one or more vents to allow air to be expelled from theairbag in order to “cushion” the object during an impact. In order tomaintain the interlocking shape after full deployment when the airbagsare venting the gas, the interlocking portions of the airbags may alsoinclude mechanisms to hold the interlocking portions to one another,such as tape, glue, hook and loop structures (such as Velcro®) or othersticky substances or connectors. These mechanisms may be arranged, forexample, on all or a portion of the surfaces corresponding to edges 416and 418 in the example of FIGS. 4B and 4C or 450-454 and 456-460 in theexample of FIGS. 4E and 4F.

Because of the interlocking shapes of the airbags, in at least someexamples, the airbags may be required to deploy in a particularsequence. This may allow the interlocking shapes to fit together likepuzzle pieces as opposed to interfering (i.e. getting stuck before fullydeploying) with one another during deployment. Thus, the airbags may beconfigured to deploy one at a time in sequence such that theinterlocking airbags are fully inflated or deployed at approximately thesame time, for example within a few milliseconds or more or less. Forexample, turning to the example first configuration of FIGS. 4B and 4C,in order to prevent surface 412 from interfering with airbags 310 and314 during deployment, airbag 312 may need to be deployed a brief periodof time before airbags 310 and 314 are deployed. Thus, to allow theairbags to properly interlock airbags 310-314 may be deployed in one ofthe particular sequences 312→310→314, 312→314→310, or 312→310 and 314.This allows the airbags in the second configuration to take on theirinterlocking shape as shown in FIG. 4C.

In the example second configuration of FIGS. 4E and 4F, in order toprevent the leg portions 474, 476 of airbag 312′ from interfering withthe arm portions 470, 472 of airbags 310′ and 314′ during deployment,airbags 310′ and 314′ may need to be deployed a brief period of timebefore airbag 312′. Thus, to allow the airbags to properly interlockairbags 310′-314′ may be deployed in one of the particular sequences310′→314′→312′, 314′→310′→312′, or 310′ and 314′→312′. This allows theairbags in the second configuration to take on their interlocking shapeas shown in FIG. 4F.

These airbag systems may be initially located beneath a surface of avehicle for aesthetic reasons. In these examples, the hood of thevehicle may be configured to crumble or break away during or immediatelybefore the active safety mechanism is activated. In one example, thehood may be a brittle shell that can be broken by the force of theactive safety mechanism on an inner surface of the hood such as anairbag. For example, as shown in FIGS. 5A-5C, airbag 510, which maycorrespond to any of airbags 310-314 or 310′-314′, is located beneathhood 302. FIG. 5A represents a default or rest location of the airbag510. In FIG. 5B, prior to inflating the airbag 510, the airbag is pushedthrough the hood 302 breaking the brittle material into pieces. As shownin FIG. 5C, after passing through the hood 302, the airbag 510 may beinflated and vented through vent 514 in order to reduce the amount ofdamage or injury to an object during an impact. This brittle shell mayinclude plastics (such as polyurethane skins, thermos polyurethane, orscored material with grooves which allow the surface of the front end tobe broken.

Example Methods

In addition to the operations described above and illustrated in thefigures, various operations will now be described. It should beunderstood that the following operations do not have to be performed inthe precise order described below. Rather, various steps can be handledin a different order or simultaneously, and steps may also be added oromitted.

In addition, because of the nature of airbags, namely that they must betriggered to deploy and also take time to deploy, when airbags areplaced on the exterior of a vehicle, external airbags need to betriggered before an impact with enough time for the airbag to fullydeploy.

Prior to deploying the safety mechanisms, vehicle's computing devicesmay use information from the vehicle's sensors to identify and trackobjects in the vehicle's environment. For example, one or more computingdevices of the perception system may use information form the vehicle'ssensors to detect and identify the characteristics (size, speed, shape,direction, object type, etc.) of various objects in the vehicle'senvironment. FIG. 6 is an example 600 bird's eye view of vehicle 100 asit drives along roadway 630 in the direction of arrow 602. In thisexample, the one or more computing devices of the perception system 172may identify, among other things, the location and object type ofbicyclist 610. After a brief period of tracking this object, theperception system 172 may determine the speed and heading of bicyclist610 as shown by arrow 612.

In addition, the vehicle's computing devices may use the characteristicsof the object, such as speed and heading, to predict future locationswhere the object will be. For example, as shown in example 700 of FIG.7, trajectory lines 702 and 712 represent predicted future locations ofvehicle 100 and bicyclist 610. Because the predicted future locations ofthese objects is just that, a prediction, predictions may quickly becomeless accurate the farther into the future they become.

The vehicle's computing devices may also determine whether the futurelocations indicate that the vehicle will collide with the object. Forexample, the perception system or computing device 110 may determinethat an impact with bicyclist 610 is likely to occur at the locations ofpredicted impact point 722, respectively. Each of these impact pointsmay be defined as a three-dimensional coordinate (x, Y, Z) in space suchas latitude, longitude, and altitude or similar.

In most cases, if a collision is likely, the vehicle's computing devicesmay maneuver the vehicle in order to avoid the object. For example,computing device 110 may use the steering, acceleration and decelerationsystems to maneuver vehicle 100 out of the path of bicyclist 610.

However if there is not enough time to avoid the object, (i.e. notenough distance, not enough braking power, not enough room to go aroundor avoid etc.) the vehicle's computing devices may determine that animpact with the object is imminent. For example, an impact may beimminent, when an impact is predicted to occur within a predeterminedperiod of time, such as a few seconds or more or less. When an impact isimminent, the vehicle's computing devices may send a signal to theprotection system in order to deploy one or more of the active safetymechanisms. For example, the vehicle's computing devices may determinethat the vehicle will not be able to safely maneuver out of the way inorder to avoid bicyclist 610 before the bicyclist and vehicle reachimpact point 722.

Where an autonomous vehicle's computing devices are able to determinethat an impact is imminent, the autonomous vehicle's computing devicesmay work to deploy the airbags in advance of the impact. This mayinclude sending signals to activate the airbags according to theparticular sequences discussed above so that the interlocking airbagsare fully inflated or deployed at approximately the same time as oneanother and at approximately the time when the impact is predicted tobe. In this regard, the vehicle's computing devices may attempt to sendsignals such that the airbags will be fully deployed at the time ofimpact or within some acceptable period of time before the estimatedtime of the impact, such as a few milliseconds or more or less. Thus,the one or more computing devices may deploy interlocking airbagsaccording to an expected deployment time for each airbag and an expectedtime of impact. For example, FIG. 8 is an example 800 of airbag system304 in the fully deployed condition immediately before an impact withbicyclist 610 at impact point 722. Again, the interlocking nature of theairbag system 304 may prevent or reduce the likelihood that thebicyclist will pass between two of the airbags 310-314 and contact hood302. As a result, the amount of injury to the bicyclist may bedramatically reduced as compared to an impact with the vehicle's hood.

Although the examples described herein are related to the use ofvehicles when operating in autonomous driving modes, such features mayalso be useful for vehicles operating in manual or semi-autonomous modesor for vehicles having only manual driving mode and semi-autonomousdriving modes. In such cases, an active safety mechanism may beidentified as discussed above. However, when making the determination asto whether to deploy the active safety mechanism and/or control thevehicle as discussed above, the reaction time of the driver may becompared with the estimated time at which an impact with an object isexpected to occur. Reaction times may be determined, for example, bymonitoring a specific driver's reaction times over time or by usingaverage or expected reaction times for drivers in general. If thereaction time is too slow, the vehicle's computing device may then usethe estimated time when an update will be received to determine whetherto deploy the active safety mechanism and, in the case of a vehicle withsuch capabilities to take control and maneuver the vehicle as discussedin the examples above.

FIG. 9 is an example flow diagram 900 in accordance with some of theaspects described above that may be performed by one or more computingdevices such as the one or more server computing devices 110. Forexample, at block 910, a first airbag having a first shape is deployed.At block 920, subsequent to deploying the first airbag, deploying asecond airbag having a second shape such that the first shape and thesecond shape interlock with one another in order to reduce thelikelihood of an object passing between the first airbag and the secondairbag when the first and second airbags are inflated. Of course,although only two airbags are included in the example flow diagram 900,any number of additional interlocking airbags may also be deployed asdiscussed above.

Unless otherwise stated, the foregoing alternative examples are notmutually exclusive, but may be implemented in various combinations toachieve unique advantages. As these and other variations andcombinations of the features discussed above can be utilized withoutdeparting from the subject matter defined by the claims, the foregoingdescription of the embodiments should be taken by way of illustrationrather than by way of limitation of the subject matter defined by theclaims. In addition, the provision of the examples described herein, aswell as clauses phrased as “such as,” “including” and the like, shouldnot be interpreted as limiting the subject matter of the claims to thespecific examples; rather, the examples are intended to illustrate onlyone of many possible embodiments. Further, the same reference numbers indifferent drawings can identify the same or similar elements.

The invention claimed is:
 1. An airbag system for a vehicle, the systemcomprising: a first airbag having a first shape; and second airbags eachprovided adjacent to the first airbag and each having a second shapesuch that the first shape and the second shapes are configured tointerlock, overlap and make contact with one another, wherein the firstairbag is deployed prior to the second airbags when an area of a surfaceof the first airbag configured to contact an object and oriented awayfrom the vehicle is greater than an area of a surface of the firstairbag oriented towards the vehicle and the first airbag is deployedafter the second airbags when the area of the surface of the firstairbag configured to contact the object and oriented away from thevehicle is less than the area of the surface of the first airbagoriented towards the vehicle.
 2. The system of claim 1, wherein thefirst airbag and second airbags are arranged to deploy on an exterior ofthe vehicle.
 3. The system of claim 1, further comprising one or morecomputing devices having one or more processors configured to:determine, using data from one or more sensors, that an impact with theobject is likely to occur within a predetermined period of time; and usethe determination to send a first signal to deploy the first airbag andsecond signals to deploy the second airbags.
 4. The system of claim 3,wherein the first signal and second signals are sent according to apredetermined sequence such that the first signal and second signals areconfigured to cause the first airbag and second airbags to deploy atdifferent times according to an expected deployment time for each of thefirst airbag and the second airbags.
 5. The system of claim 4, whereinthe first and second signals are further configured to cause the firstairbag and the second airbags to be fully deployed within apredetermined amount of time from one another.
 6. The system of claim 3,wherein the one or more processors are further configured to: determine,using the data from one or more sensors, an estimated time of theimpact, and wherein the first signal and the second signals areconfigured to cause the first airbag and the second airbags to be fullydeployed within a predetermined amount of time of the estimated time ofthe impact.
 7. The system of claim 1, wherein portions of the firstairbag and the second airbags are configured to overlap one anotherrelative to an exterior surface of the vehicle in order to prevent theobject from passing between the first airbag and the second airbag andhitting the exterior surface of the vehicle when the first and secondairbags are inflated.
 8. The system of claim 7, wherein an overlappingportions of the first airbag and the second airbags include a connectionmechanism configured to hold the overlapping portions to one anotherwhen the airbags are inflated and when the airbags are deflating afterinflating.
 9. The system of claim 1, further comprising the vehicle. 10.A method for deploying an airbag system for a vehicle, the methodcomprising: deploying a first airbag having a first shape prior tosecond airbags each provided adjacent to the first airbag and eachhaving a second shape such that the first shape and the second shapesinterlock, overlap and make contact with one another when an area of asurface of the first airbag configured to contact an object and orientedaway from the vehicle is greater than an area of a surface of the firstairbag oriented towards the vehicle; deploying the first airbag afterthe second airbag when the area of the surface of the first airbagconfigured to contact the object and oriented away from the vehicle isless than the area of the surface of the first airbag oriented towardsthe vehicle.
 11. The method of claim 10, wherein the first airbag andsecond airbags are arranged to deploy on an exterior of the vehicle. 12.The method of claim 11, wherein the first air-bag and the second airbagsare deployed such that portions of the first airbag and the secondairbags are configured to overlap one another relative to an exteriorsurface of the vehicle in order to prevent the object from passingbetween the first airbag and the second airbags and hitting the exteriorsurface of the vehicle when the first and second airbags are inflated.13. The method of claim 12, wherein an overlapping portions of the firstairbag and the second airbags include a connection mechanism configuredto hold the overlapping portions to one another when the airbags areinflated and when the airbags are deflating after inflating and whereinthe connection mechanism includes an adhesive.
 14. The method of claim10, further comprising: determining, by one or more processors, usingdata from one or more sensors, that an impact with the object is likelyto occur within a predetermined period of time; and using, by the one ormore processors, the determination to send a first signal in order todeploy the first airbag and second signals in order to deploy the secondairbags.
 15. The method of claim 14, wherein the first signal and secondsignals are sent according to a predetermined sequence such that thefirst signal and second signals are configured to cause the first airbagand second airbags to deploy at different times according to an expecteddeployment time for each of the first airbag and the second airbags. 16.The method of claim 15, wherein the first and second signals aredeployed in order to cause the first airbag and the second airbags to befully deployed within a predetermined amount of time from one another.17. The method of claim 14, further comprising: determining, by the oneor more processors, using the data from one or more sensors, anestimated time of the impact, and wherein the first signal and thesecond signals are configured to cause the first airbag and the secondairbags to be fully deployed within a predetermined amount of time ofthe estimated time of the impact.
 18. A non-transitory computer readablemedium on which instructions are stored, the instructions when executedby one or more processors, cause the one or more processors to perform amethod, the method comprising: deploying a first airbag having a firstshape prior to second airbags each provided adjacent to the first airbagand each having a second shape such that the first shape and the secondshapes interlock, overlap and make contact with one another when an areaof a surface of the first airbag configured to contact an object andoriented away from the vehicle is greater than an area of a surface ofthe first airbag oriented towards the vehicle; deploying the firstairbag after the second airbag when the area of the surface of the firstairbag configured to contact the object and oriented away from thevehicle is less than the area of the surface of the first airbagoriented towards the vehicle.
 19. The medium of claim 18, wherein themethod further comprises: determining using data from one or moresensors, that an impact with the object is likely to occur within apredetermined period of time; and using the determination to send afirst signal to deploy the first airbag and second signals to deploy thesecond airbags.
 20. The medium of claim 19, wherein the first signal andsecond signals are sent according to a predetermined sequence such thatthe first signal and second signals are configured to cause the firstairbag and second airbags to deploy at different times according to anexpected deployment time for each of the first airbag and the secondairbags.